Fuel saver for internal-combustion engines



March 31, 1931. A. J. DE sousA 1,798,727

FUEL SAVER FOR INTERNAL COMBUSTION ENGINES Filed Nov. 14, 1929 50combustion engine.

Patented Mar. 31, 1931 UNITED STATES PATET OFF! ANTONIO J. DE SOUSA, OFNEW BEDFORD, MASSACHUSETTS FUEL SAVER FOR INTERNAL-COMBUSTION ENGINESApplication filed. November 14, 1929. Serial No. 407,182.

This invention relates to a fuel saver for internal combustion enginesand has for one of its objects to provide a novel device of thischaracter which shall be especially adapted for use in connection withthe internal combustion engine of an automobile and which, in order toeffect a saving in fuel, shall be adapted, after the engine has beenstarted, to admit air to the intake manifold of the engine at a pointbeyond the carbureter and throttle valve.

The invention has for a further object to provide a device of thecharacter stated which shall be adapted, when the engine is operating atmaximum speed for any opened position of the throttle valve, to admit apredetermined amount of air to the intake manifold and to decrease theamount of air admitted to the manifold as the speed of the enginedecreases from any cause other than the changing of the position of thethrottle valve.

The invention has for a further objectto provide a device of thecharacter stated which shall be simple, durable and highly efficient,

claimed, and illustrated in the accompanying drawing, wherein Figure 1is a view partly in vertical section and partly in side elevationillustrat ing the manner in which the fuel saver is adapted to beconnected to the intake manifold of an engine;

Figure 2 is a sectional view taken on the plane indicated by the line 22of Figure 1, and

I Figure 3 is a sectional view taken on the plane indicated by the line33 of Figure 2.

Referring in detail to the drawing, 1 designates a fragmentary portionof the intake manifold, and 2 the carbureter of an internal 3 designatesa gasket arranged in the manifold 1 between the throttle valve, notshown, and the engine and 4 designates the fuel saver which is carriedby the gasket.

The fuel saver 4 comprises a cylindrical casing 5 having a fixed head Gand a removable head 7.- The head 6 is provided at the center thereofwith an air inlet port 8, and the head 7 is provided at the centerthereof with an air outlet port 9. The head 7 is screw threadedlyengaged, as at 10, with the casing 5, and it is provided with a hollowboss 11 which surrounds the outlet port 9 and is in ternally screwthreaded. A nipple 12 engaged with the boss 11, and engaged with thegasket 3, as at 13, connects the casing 5 to the gasket and establishescommunication be tween the outlet port 9 and the opening 3 of thegasket.

A stem 14 extends axially into the casing 5 from the head 6, and it ispreferably formed integrally with the head. The stem 14: is providedwith a passage 15 which extends longitudinally thereof, is closed at itsinner end, and communicates at its outer end with the inlet port 8. Thestem 14: is provided at its outer end with a conical valve seat 16, andit is provided inwardly beyond the valve seat with longitudinally spacedand radially disposed air jet ports 17, 18 and 19 which estab lishcommunication between the passage 15 and the interior of the casing 5. I

A hollow cylindrical valve 20, which is closed at its inner and open atits outer end, is slidably mounted upon the stem 14 for movement towardand away from the seats 16 to effect the covering and uncovering of thejet ports 17-49. The outer end 21 of the valve 20 is of conicalformation in order to permit it, when the valve is in fully closedposition, to fully contact with the seat 16 and thus prevent the escapeof air past the valve.

The valve 20is constantly urged in the direction of its seat 16 by alight coil spring 22 which is arranged between the head 7'and an annularflange 23 formed on the valve near the outer end of the latter. Theflange 23 is provided with notches 24 in order toreduce the area of theflange to the minimum andv thus insure the free passage of air throughthe casing 5.

In practice, when the engine is operating at maximum speed under a givenload for any opened position of the throttle valve, the

' valve 20 of the fuel saver is in a position to uncover one or more ofthe ports 17 to 19. lVhen the speed of the engine decreases without anychange in the position of the throttle valve, which decrease in speedwill take place as the result of an increase in the load brought aboutby the automobile ascending a grade, the valve 20 moves in a directionto close one or more of the ports 17 to 19.

The air entering the intake manifold through the uncovered port or portsof the fuel saver 1 will reduce the suction in the carburete'r 2, andwill mingle with the vaporized fuel delivered by the carbureter to themanifold, with the result that the consumptionof the fuel is reduced andthe fuel used is rendered more combustible.

It should be understood from the foregoing description, taken inconnection with the accompanying drawing, that the device will functionautomatically to provide a lean mixture when the engine is operating atmaximum speed for any opened position of the throttle valve, that itwill function automatically to increase the richness of the mixture asthe speed of the engine decreases from a cause other than the alteringof the position of the throttle valve, and that as the result, amaterial saving in fuel is efiected. It will be also understood that thedevice may be connected to the intake manifold of an engine as shown orin any other suitable manner, and that, in addition to saving fuel, itprevents the formation of carbon in the engine cylinders and causes theengine to operate smoothly and quietly.

lVhile I have described the principle of the invention, together withthe device which I now consider the preferred embodiment thereof, it isto be understood that the device shown is merely illustrative and thatsuch changes may be made, when desired, as fall within the scope of theinvention as claimed.

I claim 1. A fuel saver adapted to be connected to the intake manifoldof an internal combustion engine, comprising a casing having an inletport open to the atmosphere and an outlet port communicating with themanifold, a stem extending longitudinally of the casing and providedwith a longitudinal passage closed at one end and communicating at itsother end with the inlet port, the stem being provided with a series oflongitudinally spaced and radially arranged air jet ports communicatingwith the interior of the easing and said passage, a valve closing theair jet ports and slidable on the stem for movement by engine suction tosuccessively uncover said ports, and a spring constantly tending toclose the valve.

2. A fuel saver adapted to be connected to the intake manifold of aninternal combustion engine, comprising a casing having a head providedwith an inlet port open to the, atmosphere and a head having an outletport; communicating with the manifold, a stem carried by said first headand extendin therefrom into the casing, the head being provided witha-longitudinal passage closed at its inner end and open at its outer endand communicating at said last end with the inlet port, the stem beingprovided with a series of longitudinally spaced and radially arrangedair jet ports communicating with the casing and said passage, a conicalvalve seat at the outer end of the stem, a cylindrical valve slidablymounted upon the stem and closed at its inner end, the valve having aconical outer end adapted when the valve is in closed position tocontact with said seat, the valve being adapted when in said positiontocover the air jet ports and adapted to be moved from said position byengine suction to successively uncover said ports, and a springconstantly tending toclose the valve.

3. A fuel saver adapted to be connected to the intake manifold of aninternal combustion engine, comprising a' easinghaving a head providedwith an inlet port open to the atmosphere and a head having an outletport communicating with the manifold, a stem carried by said first headand extending therefrom into the casing, the head being provided with alongitudinal passage closed at its inner end and open at its outer endand communicating at said last end with the inlet port, the stem beingprovided with a series of longitudinally spaced and radially arrangedair jet ports communicating with the casing and said passage, a conicalvalve seat at the outer end of the stem, a cylindrical valve slidablymounted upon the stem and closed at its inner end, the valve having aconical outer end adapted when the valve is in closed position tocontact with said seat, the valve being adapted when in said position tocover the air jet ports and adapted to be moved from said position byengine suction to successively uncover said ports,

its outer end and provided withperiph ral an annular flange formed onthe valve Vijear notches, and a coil springpositioned bet een saidsecond head and flange and adapted to constantly urge the valve intoclosed position.

In testimony whereof I hereunto aflix my signature.

ANTONIO J. nu SOUSA.

